Beechcraft 99 Airliner

The airplane was on an instrument flight rules flight in night instrument meteorological conditions when the accident occurred. The airplane had been cleared for an ILS approach and the pilot elected to use a non-published procedure to intercept the final approach. After becoming established on the final approach, the airplane impacted the ground about 7 miles from the destination airport at an elevation approximately the same as the airport elevation. Flight inspections of the instrument approach performed prior to and subsequent to the accident revealed satisfactory performance of both the localizer and glideslope functions. The number one altimeter setting did not match the altimeter setting that was current at the time of the accident. Post accident examination of the altimeters revealed that the number one altimeter read 360 feet high. No determination was made as to whether the discrepancy existed prior to impact. However, the pilot did not report any pre-flight discrepancies with regard to the airplane's altimeters. No other anomalies were found or reported with regard to the airplane's structure or systems.

The cargo flight collided with mountainous terrain in controlled flight while executing an instrument approach procedure. Two pilots were aboard; the company's training and check captain/pilot-in-command in the right seat, and a newly hired commercial pilot in left seat, who was in training for captain The flight had been cleared for the VOR or GPS-B approach via the 7 DME arc. According to the approach plate, the transition to the approach is via a DME arc at 9,000 feet with no procedure turn. The flight is to track inbound on the 127 degree radial, descending down to, but no lower than, 7,700 feet to the initial approach fix (IAF). After crossing the IAF, the flight is to turn to 097 degrees for 10 nautical miles and descend to 6,900 feet. The remainder of the 1.5 nautical miles to the runway is to be flown under visual conditions. Documentation of the accident site indicated that the aircraft collided with trees and subsequently the mountainous terrain on a heading of approximately 127 degrees and about 6,900 feet mean sea level. The initial impact point was located approximately nine nautical miles on a magnetic bearing of 130 degrees from the IAF. Documentation of the horizontal situation indicator (HSI) on the left side instrument panel indicated that the course arrow was positioned to approximately 127 degrees, the inbound heading to the IAF. The copilot (right side) course arrow was positioned to 115 degrees. The location of the wreckage and the 127 degree heading on the HSI indicate that the pilots failed to follow the approach procedure and turn to a heading of 097 degrees after crossing the IAF. Instrument meteorological conditions were reported in the area consisting of icing conditions, heavy snow fall, with poor visibility and mountain obscuration. No pre-impact mechanical malfunctions or failures were identified.

While on the return leg of a non-scheduled 14 CFR Part 135 VFR cross-country flight, the airplane collided with mountainous terrain at approximately 9,100 feet above mean sea level. Prior to the accident, the pilot informed air traffic control that he was VFR and level at 8,500 feet MSL. Dark night conditions prevailed at the time of the accident. The aircraft crashed on the south-facing slope of the 9,100-foot mountain near the last recorded radar position. Wreckage and impact signatures at the crash site were indicative of high energy and shallow impact with the terrain. The investigation revealed no evidence of any aircraft mechanical problems.

The airplane sustained substantial damage during a hard landing. The pilot stated, "On approach to rwy 8 at [Central Wisconsin Airport] I got high [and] right of course. When I broke out of clouds around 1000 [feet above ground level] I saw the runway, realizing I was high I pulled the power back [and] increased my rate of descent. I started to arrest my rate of descent [and] add power to keep my speed up. The engines didn't spool up in time resulting in a hard [landing]. I noticed the right wing was a little low taxing in so I thought maybe I blew a tire on landing. Not until I shut down [and] got out did I realize I hit the prop about an inch back [and] the engine nacelle dropped down several inches in front." The weather was: Wind 330 degrees at 8 knots; visibility 4 statute miles; present weather light snow; sky condition overcast 300 feet; temperature 1 degree C; dew point -1 degree C; altimeter 29.41 inches of mercury. The pilot reported that the flight did not have any mechanical malfunctions.

The aircraft was on a scheduled flight from Saskatoon, Saskatchewan, to Prince Albert, Saskatchewan, with two pilots and four passengers on board. The aircraft was approximately 4000 feet above sea level when the crew selected the flaps for the approach to Prince Albert. A bang was heard from the rear of the fuselage. The aircraft commenced an uncommanded pitch-up to a near-vertical attitude, then stalled, nosed over, and began a spin to the left. The crew countered the spin but the aircraft continued to descend in a near-vertical dive. Through the application of full-up elevator and the manipulation of power settings, the pilots were able to bring the aircraft to a near-horizontal attitude. The crew extended the landing gear and issued a Mayday call, indicating that they were conducting a forced landing. The aircraft struck a knoll, tearing away the belly cargo pod and the landing gear. The aircraft bounced into the air and travelled approximately 180 metres, then contacted a barbed-wire fence and slid to a stop approximately 600 metres from the initial impact point. The crew and passengers suffered serious but non-life-threatening injuries. All of the occupants exited through the main cabin door at the rear of the aircraft. The accident occurred during daylight hours at 1802 central standard time.

On December 31, 1999, at about 1055 Atlantic standard time, a Beech 99A, N491BB, registered to Alberta Aircraft Leasing Inc., operated by Bohlke International Airways, as a 14 CFR Part 135 on-demand air taxi, experienced a collapse of the main landing gear on landing at St. Barthelemy, (TFFJ) French Antilles. Visual meteorological conditions prevailed and no flight plan was filed. The airplane sustained substantial damage. The airline transport-rated pilot, copilot, and seven passengers reported no injuries. The flight originated from St. Croix, (STX) Virgin Islands, about 55 minutes before the accident. The accident was initially reported to the NTSB on January 5, 2000, by the FBI. The pilot stated they departed STX at about 1000. They had to make a 360-degree turn upon arrival at TFFJ due to other arriving traffic. They completed the descent arrival checklist and turned an 8- mile final. At a 1 1/2-mile final the flaps were lowered to the full down position, the propellers were set at 2,000 rpm, airspeed 95 knots, and all three landing gear lights were illuminated. On touchdown the airplane yawed to the left. Right rudder and aileron was applied with negative results. Power was increased and the airplane continued to yaw to the left. The airplane went off the left side of the runway and ground looped, separating the right main landing gear. The airplane came to a complete stop on its fuselage with the nose gear extended. They returned to the airplane on January 3, 2000. The airplane was lifted with a forklift and the left main landing gear was observed in the retracted position. A commuter pilot informed them that he observed the landing on the day of the accident. He stated he observed the left main landing gear moving forward and backwards.